ACC and AM braking range variable based on internal and external factors

ABSTRACT

When employing an adaptive cruise-with-braking (ACB) system to control host vehicle braking reaction distance, a plurality of trigger conditions (e.g., environmental parameters) are monitored. If one or more of the monitored parameters exceeds a predefined threshold, a trigger event is detected, and at least one of a braking reaction distance (BRD) and a following distance limit shape (FDLS) are adjusted. The BRD and FDLS adjustments may be predefined according to the type and/or magnitude of the trigger event. Trigger events may be weighted or prioritized such that higher priority trigger event types correspond to larger BRD reductions, etc. Monitored trigger conditions may include adverse weather, dangerous road terrain or topography, high traffic density, erratic forward vehicle behavior, and the like.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of, and claims priority to,U.S. patent application Ser. No. 12/987,369, filed on Jan. 10, 2011, andentitled ACC AND AM BRAKING RANGE VARIABLE BASED ON LATERAL ANDLONGITUDINAL POSITION OF FORWARD VEHICLE AND CURVATURE OF ROAD. Theforegoing application is incorporated by reference in its entiretyherein.

BACKGROUND

The present application finds particular application in cruise-controlsystems in vehicles, particularly involving adaptive cruise-with-braking(ACB) systems. However, it will be appreciated that the describedtechnique may also find application in other motor control systems,other vehicle systems, or other cruise control vehicle systems.

Some conventional ACB systems relate to determining whether a forwardvehicle is in the same lane as a host vehicle. If so, then brakes may beactivated as a function of the position of the forward vehicle relativeto the host vehicle. Such systems base a braking reaction on a single,longitudinal threshold event. Other systems use a reference azimuthangle. The angle of the target vehicle from the reference azimuth ismeasured. If the target vehicle angle is within a certain angle, theradar system determines that the target vehicle is in the path of thehost vehicle and may set a collision warning.

Other approaches attempt to determine whether deceleration of the hostvehicle should remain the same when the target vehicle is lost, ordetermining a future course of the host vehicle based on the position ofthe target vehicle. Still other techniques limit a braking pressureaccording to a target deceleration variable after detecting the distanceto and the velocity of the target vehicle or determine whether thetarget vehicle is moving through a curve or changing lanes. Such systemsuse the relative velocity and measured angle to determine whether thetarget vehicle should remain the target vehicle. Other systems determinewhether a forward vehicle is in a curve or made a lane change. If theforward vehicle made a lane change, the host vehicle returns to itspreset cruise control speed. However, such conventional approaches failto consider the lateral offset of the target vehicle or the curvature ofthe road as it pertains to following distance of the host vehicle.

The present innovation provides new and improved ACB systems and methodsthat permit the ACB system to modify a braking range limit forfoundation braking in a host vehicle as a function of one or moretrigger events detected by the host vehicle, which overcome theabove-referenced problems and others.

SUMMARY

In accordance with one aspect, an adaptive cruise-with-braking (ACB)system that facilitates modifying or adjusting a braking reactiondistance as a function of a detected trigger event comprises a sensor ona host vehicle that detects a forward vehicle, and a deceleration systemthat executes one or more deceleration requests. The system furthercomprises a controller having a memory that stores, and a processor thatexecutes, computer-executable instructions for setting an initialbraking reacting distance (BRD), defining a following distance limitshape (FDLS) as a function of a lateral offset function, monitoring oneor more trigger conditions, and detecting a trigger event. Theinstructions further comprise at least one of adjusting the BRD by apredetermined distance and adjusting the shape of the FDLS, as afunction of the type of trigger event detected.

In accordance with another aspect, a method for modifying or adjusting abraking reaction distance as a function of a detected trigger eventcomprises setting an initial braking reacting distance (BRD), defining afollowing distance limit shape (FDLS) as a function of a lateral offsetfunction, monitoring one or more trigger conditions, and detecting atrigger event. The method further comprises at least one of adjustingthe BRD by a predetermined distance and adjusting the shape of the FDLS,as a function of the type of trigger event detected.

In accordance with another aspect, a method of reducing an allowablebraking reaction distance (BRD) for a host vehicle as a function of adetected trigger event, comprises setting an initial BRD for the hostvehicle, monitoring one or more trigger conditions, and detecting atrigger event. The method further comprises reducing the BRD by apredefined amount that corresponds to the type of trigger event that isdetected.

One advantage is that host vehicle and forward vehicle safety isimproved.

Another advantage is that false positive alerts are reduced, therebyreducing desensitization of the driver to the alerts.

Still further advantages of the subject innovation will be appreciatedby those of ordinary skill in the art upon reading and understanding thefollowing detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

The innovation may take form in various components and arrangements ofcomponents, and in various steps and arrangements of steps. The drawingsare only for purposes of illustrating various aspects and are not to beconstrued as limiting the invention.

FIG. 1 illustrates an adaptive cruise-with-brake (ACB) system thatfacilitates modifying or adjusting a braking range limit as a functionof lateral offset of a forward vehicle, road curvature, or both.

FIG. 2 illustrates a graph showing data for a plurality of forwardvehicles being tracked by an ACB system, such as the system of FIG. 1,installed in a host vehicle.

FIG. 3A illustrates a FDLS with linear longitudinal portions positionedahead of a host vehicle and being breached by a forward vehicle.

FIG. 3B illustrates a FDLS with parabolic longitudinal portionspositioned ahead of a host vehicle and being breached by a forwardvehicle.

FIG. 3C illustrates a FDLS with linear longitudinal portions positionedahead of a host vehicle and being breached by a forward vehicle.

FIG. 4 illustrates a highway interchange on which the host vehicle andforward vehicle are travelling, comprising a highway and an exit ramp.

FIG. 5 illustrates a method of detecting a lateral offset for a forwardvehicle relative to a host vehicle and permitting a braking reaction ifthe lateral offset of the forward vehicle is less than a predeterminedvalue and a deceleration request is made.

FIG. 6 illustrates a method of reducing a braking reaction distance as afunction of a radius of curvature of the road on which the host vehicleis travelling.

FIG. 7 illustrates a method of reducing a braking reaction distance as afunction of a radius of curvature of the road on which the host vehicleis travelling and detecting a lateral offset for a forward vehiclerelative to a host vehicle and permitting a braking reaction if thelateral offset of the forward vehicle is less than a predetermined valueand a deceleration request is made.

FIG. 8 illustrates a method of reducing a braking reaction distance inresponse to a detected trigger event while leaving a preset followingdistance unchanged.

FIG. 9 illustrates a method of reducing a braking reaction distance inresponse to a detected trigger event.

FIG. 10 illustrates a method of detecting a lateral offset for a forwardvehicle relative to a host vehicle and initiating a braking reaction ifthe lateral offset of the forward vehicle is less than a predeterminedvalue.

FIG. 11 illustrates a method of reducing a braking reaction distance inresponse to a detected trigger event.

FIG. 12 illustrates a correspondence between trigger event type priorityor weight and BRD reduction magnitude, in accordance with one or moreaspects described herein.

FIG. 13 illustrates a system for reducing a braking reaction distance inresponse to a detected trigger event, and without adjusting followingdistance.

FIG. 14A shows an asymmetric FDLS that can be employed when aconstruction zone or the like is detected one a side of a host vehicle.

FIG. 14B shows an asymmetric FDLS that can be employed when a targetvehicle or the like is detected in front of the host vehicle.

FIG. 15A shows a symmetric FDLS that can be employed when no triggerevents are detected by the host vehicle.

FIG. 15B shows a symmetric FDLS that can be employed when an ABS,traction, and/or stability event is detected by the host vehicle.

DETAILED DESCRIPTION

FIG. 1 illustrates an adaptive cruise-with-brake (ACB) system 10 thatfacilitates modifying or adjusting a braking range limit as a functionof lateral offset of a forward vehicle, road curvature, or both. As usedherein, “following distance,” “braking reaction distance,” “brakingrange limit,” and the like may refer to a following window or timeperiod (e.g., 2 seconds, 3.2 seconds, etc.) that the host vehiclemaintains behind the target or forward vehicle, and is not to beconstrued as being limited to a static distance (e.g., 200 yards) or thelike, since distance or range may change with host vehicle speed.

The system 10 includes an adaptive cruise control (ACC) module 12 thatis coupled to a radar sensor 14 that detects objects on the road infront of the host vehicle to which it is mounted. The radar sensor 14emits a radar signal that is reflected off of forward objects back tothe radar sensor. Based on various characteristics of the reflectedsignal, the radar sensor identifies the forward object as a forwardvehicle that warrants tracking or a non-vehicle object (e.g., a roadsign, an aluminum can on the shoulder, etc.) that may be dismissed. TheACC module 12 may also be coupled to a camera sensor 16 that detectsforward objects, and optionally to a second radar sensor 18 thatoperates in the same manner as the radar sensor 14. The camera sensorcaptures an image of a forward object and compares various properties ofthe image (e.g., pixel and contrast information, etc.) to stored imagesto determine whether the forward object is a vehicle that warrantstracking or a non-vehicle object that may be dismissed.

The ACC module 12 is communicatively coupled to a controller 20 thatcomprises a processor 22 that executes, and a memory 24 that stores,computer-executable instructions, algorithms, processes, programs, etc.,for performing the various functions and methods described herein. TheACC 12 and controller 20 are further communicatively coupled to adeceleration system 26 that comprises a electronic stability program(ESP) module 28, an antilock brake system (ABS) module 30, an engineretarder 32, an engine dethrottling program or module 34, and foundationbrakes 36. The brake system 26, ACC 12, and controller 20 are alsocommunicatively coupled to a driver interface 38 (e.g., a graphical userinterface or the like), via which alerts and/or instructions related toforward vehicle status, host vehicle braking, etc., are provided to adriver.

The memory stores radar data 40 related to detected forward vehicles andreceived from the radar sensors, and/or camera data 42 related todetected forward vehicles and received from the camera sensor. Thememory stores, and the processor executes, a road curvature detectionalgorithm 44 (e.g., computer-executable instructions) for determining acurvature of the road on which the host vehicle (i.e., the vehicle inwhich the system 10 is installed) is driving. If the processor 22determines that the curvature of the road is greater than apredetermined threshold, then a braking reaction distance (BRD) limit 46is adjusted to account for the road curvature. The BRD 46 is a distancelimit (e.g.: a static distance, such as 85 meters; a temporal distance,such as 2.5 seconds; etc.) that, when breached by a forward vehicle,permits the controller 20 to request a braking reaction, in addition toone or more of engine retardation and dethrottling. The BRD may beviewed as a maximum distance at which the foundation brakes are allowedto be implemented (e.g., at which a deceleration request is permitted tobe sent to the foundation brakes). Beyond this distance, other forms ofdeceleration may be optionally permitted, such as engine retardation anddethrottling.

Curvature of the road may be detected or determined as a function ofradar data 40 and/or camera data 42. Additionally, the memory 24 stores,and the processor 22 executes, a yaw detection algorithm 48 thatanalyzes yaw of the host vehicle, and a steering detection algorithm 50that analyzes steering information (e.g., whether the host vehicle isbeing steered to follow a curve or the like) to determine roadcurvature. In another embodiment, the system 10 includes a lateralaccelerometer 51 that provides data to the processor for road curvaturedetection.

The braking reaction may increase in severity or magnitude as a functionof the speed with which the host vehicle is overtaking or approachingthe forward vehicle. For instance, if a forward vehicle has justbreached the BRD but slowly, then the controller 20 sends a decelerationcommand to the dethrottling module 34 to reduce host vehicle speed. Ifthe forward vehicle is decelerating quickly, as determined from theradar and/or camera data, then the controller 20 sends a decelerationcommand to the engine retarder 22 to further reduce host vehicle speed.If the forward vehicle has fully applied its brakes and is deceleratingrapidly, then the controller 20 sends a deceleration command to thefoundation brakes 26 to initiate rapid deceleration of the host vehicle.The magnitude of the deceleration request or command sent to any of thedethrottling module, the engine retarder, and/or the foundation brakesis variable as a function of the deceleration of the forward vehicle.

The memory 24 stores a static radius function 52 that defines a radiusof curvature below which the processor will reduce the BRD for the hostvehicle. The memory also stores a dynamic radius function 54 that aradius of curvature below which the processor will reduce the BRD forthe host vehicle, wherein the size of the radius of curvature is afunction of vehicle speed such that at higher speeds the radius ofcurvature that triggers a braking response is smaller, and vice versa.For instance, if the BRD is initially set to 85 meters (or some otherinitial BRD) for a host vehicle traveling at highway speed (e.g., 55-75mph or the like), and the detected radius of curvature of the road isless than a radius of curvature defined by the static (or dynamic)radius function, then the processor reduces the BRD to 65 meters (orsome other predefined reduced BRD).

According to another example, if the host vehicle is on a curve on ahighway, behind a forward vehicle that is on an exit ramp, the forwardvehicle may appear to be directly ahead of the host vehicle. As theforward vehicle decelerates on the exit ramp, it may breach the initialBRD, triggering a braking reaction in the host vehicle and an alert tothe driver. However, by detecting that the host vehicle is on a curve,and therefore not following the forward vehicle straight ahead of it,the processor 22 is able to trigger a BRD reduction so that the forwardvehicle on the exit ramp does not trigger a deceleration request in thehost vehicle, which remains on the highway. This feature reduces falsepositive alerts to the driver, which in turn reduces driverdesensitization to the braking alerts provided via the driver interface38. Additionally, this feature improves fuel economy by reducingunnecessary braking reactions in the host vehicle.

According to another example, the BRD is lessened when the radar orcamera sensor information indicates that a forward vehicle is on an exitramp while the host vehicle is either continuing to go straight orcurving in the opposite direction. The processor 20 uses the hostvehicle yaw and/or steering angle to create a coefficient used in thecalculation of the reduction of the braking range limit, which can beset anywhere between two predefined limits (e.g., 60 m and 85 m).

In another embodiment, the memory 24 stores a lateral offset function 56that defines a following distance limit shape (FDLS) 58 (see, e.g.,FIGS. 2 and 3) that accounts for forward vehicles breaching the BRD froma lateral direction (e.g., changing lanes and entering the hostvehicle's lane at a distance less than the BRD, etc.). The shape or sizeof the following distance limit shape is variable as a function of hostvehicle speed. For instance, the braking range limit can be modifiedwhen the lateral offset of the forward vehicle is greater than thepredefined lateral offset function 56. In one embodiment, the lateraloffset function 56 establishes a cone shaped FDLS, such that if thetarget vehicle is outside the “cone” and the longitudinal distance isbetween, e.g., 55 m and 85 m, the deceleration limit requirement remainsunchanged, as if the forward vehicle were farther than 85 m. Thesefeatures minimize false braking interventions. It will be understoodthat when a forward vehicle is outside the FDLS 58 defined by thelateral offset function 56, dethrottle and engine retarder requests maybe made. If the forward vehicle breaches or enters the FLDS 58, thenfoundation brake requests are also permitted, in addition to requestsfor dethrottling and engine retardation.

In accordance with various features described herein, if there is anactive deceleration request but the forward vehicle is outside the FDLS58, then the controller is not permitted to request braking but maystill request dethrottling and retarder deceleration. If there is noactive deceleration request, but the forward vehicle is inside the FDLS58, then braking may be requested by the controller, in addition todethrottle and engine retardation, if and when a deceleration request ismade.

FIG. 2 illustrates a graph 90 showing data for a plurality of forwardvehicles being tracked by an ACB system, such as the system 10 of FIG.1, installed in a host vehicle. The sensors on the host vehicle aretaken to be positioned at 0 m on the lateral axis, and 0 m on thelongitudinal axis. An FDLS 58 is represented on the graph, and comprisesfirst and second longitudinal portions 92, 94, and a lateral portion 96that coincides with a preset BRD 96 (e.g., 85 meters in this example).Additionally, the FDLS includes a reduced BRD 98 that may beimplemented, for instance, when the host vehicle is determined to be ona curved road with a radius of curvature exceeding a predefined limit,as described with regard to various features herein. The graphillustrates data representative of 6 forward vehicles, the trajectoriesof each forward vehicle being labeled 102, 104, 106, 108, 110, and 112,respectively. Each of the forward vehicle's trajectories is furtherlabeled to identify a first point, A, at which the respective forwardvehicle was first detected by the ACB system; a second point, B, atwhich the respective forward vehicle breached the FDLS 58 and triggereda braking reaction in the host vehicle; and a third point, C, at whichthe respective forward vehicle was released (e.g., was no longertracked).

According to an example, lateral offset function 56 (FIG. 1) defines theleft (relative to the direction of travel of the host vehicle)longitudinal portion 92 of the FDLS 58 as a line described by theequation y=−0.058x+5.43, and the right longitudinal portion 94 as a linedescribed by the equation y=0.058x−5.43. The longitudinal portionsextend from a distance of approximately 55 m in front of the hostvehicle along their respective slopes until they terminate at the BRD 48(e.g., 85 m in front of the host vehicle). In one embodiment, outside ofthe FDLS 58, braking response is limited to engine retarder anddethrottle activation only. It will be appreciated that the specificvalues of the slopes and intersects of the lines defining thelongitudinal portions 92, 94 of the FDLS described herein areillustrative in nature and not to be construed in a limiting sense.Rather, the FDLS may have any desired shape or contours.

The following pseudocode example is provided by way of example asillustrative of a lateral offset function that defines a FDLS:

if (x > 85 meters) limit XBR to −1.17m/s/s OR (((x > 55 meters) AND (x<= 85 meters)) AND (y > 0.058x + 5.43) OR (y < −0.058x − 5.43))) limitXBR to −1.17m/s/s else (no limit to XBR)where x is the longitudinal position of the forward vehicle relative tothe host vehicle, y is the lateral position of the forward vehiclerelative to the host vehicle (i.e., relative to a longitudinal axisextending through and forward from the host vehicle), and XBR representsa deceleration request from the controller to the deceleration system.It will be appreciated that the specific limits, values, andcoefficients set forth in the foregoing example (e.g., −1.17 m/s/s, 55meters, 85 meters, 0.058, 5.43, etc.) are provided for illustrativepurposes only, and are not intended to limit the scope of the innovationset forth herein.

FIG. 3A illustrates a FDLS 130 with linear longitudinal portions 92, 94,positioned ahead of a host vehicle 132 and being breached by a forwardvehicle 134. The longitudinal portions are symmetrical, in order todetect a forward vehicle that may be changing lanes into the hostvehicle's lane from either side. In another embodiment, an intra-laneFDLS 136 is maintained within a lane in which the host vehicle 132 istraveling. That is, the linear longitudinal portions of the FDLS 136extend from the respective ends of the BRD, toward the host vehicle 132,and terminate at the edges of the lane.

FIG. 3B illustrates a FDLS 140 with parabolic longitudinal portions 92,94, positioned ahead of a host vehicle 132 and being breached by aforward vehicle 134. The longitudinal portions are again symmetrical, inorder to detect a forward vehicle that may be changing lanes into thehost vehicle's lane from either side. In another embodiment, anintra-lane FDLS 146 is maintained within a lane in which the hostvehicle 132 is traveling. That is, the parabolic longitudinal portionsof the FDLS 146 extend from the respective ends of the BRD, toward thehost vehicle 132, and terminate at the edges of the lane.

FIG. 3C illustrates a FDLS 150 with linear longitudinal portions 92, 94,positioned ahead of a host vehicle 132 and being breached by a forwardvehicle 134. The longitudinal portions are asymmetrical, and the FDLS150 formed thereby may be employed, for instance, when the host vehicleis traveling in a right-most lane of a highway or the like, in order todetect a forward vehicle that may be changing lanes into the hostvehicle's lane from a center or left lane. Should the host vehicle moveinto a center lane, the FDLS can be switched back to a symmetricalconfiguration, such as is shown in FIGS. 3A and 3B. Additionally, theasymmetry of the FDLS 150 may be reversed for left lane travel. It willbe appreciated that the shape and symmetry/asymmetry of the FDLS is notlimited to those shown in FIGS. 3A-3C, but rather the FDLS may have anydesired shape and/or asymmetry.

In another embodiment, an intra-lane FDLS 156 is maintained within alane in which the host vehicle 132 is traveling. That is, the linearlongitudinal portions of the FDLS 156 extend from the respective ends ofthe BRD, toward the host vehicle 132, and terminate at the edges of thelane.

FIG. 4 illustrates a highway interchange 160 on which the host vehicle132 and forward vehicle 134 are traveling, comprising a highway 162 andan exit ramp 164. The forward vehicle has breached the initial BRD at 85meters in front of the host vehicle. However, the curvature of the roadhas been detected (e.g., as described with regard to FIG. 1, using yaw,lateral acceleration, steering information, etc.) and the host vehiclehas been determined to be following the curvature, as indicated by thearrow extending forward from the host vehicle along the highway 162. Theradius of curvature of the road has been determined to be above thepredetermined threshold, and therefore the processor in the controllerhas reduced the BRD to 65 meters, since the forward vehicle is headingstraight down the exit ramp 164 and is not “in front” of the hostvehicle on the highway.

FIG. 5 illustrates a method of detecting a lateral offset for a forwardvehicle relative to a host vehicle and initiating a braking reaction ifthe lateral offset of the forward vehicle is less than a predeterminedvalue. At 180, an initial braking reaction distance and followingdistance limit shape are set. For instance, a default BRD may be set at85 meters, and a partial trapezoidal FDLS selected such as is describedwith regard to FIGS. 2 and 3A-3C. At 182, a determination is maderegarding whether a forward vehicle has been detected with a lateraloffset having a value that is greater than or equal to a value (y)described by a lateral offset function f(LO), such as the lateral offsetfunction 56 of FIG. 1. If the value of the lateral offset is not greaterthan or equal to the value (y), then the forward vehicle has breachedthe FDLS and, at 184, limits on deceleration requests from thecontroller to the deceleration system are removed such that thecontroller is permitted to request foundation brakes in addition toengine retardation and dethrottling. If the determination at 182indicates that the value of the lateral offset of the forward vehicle isgreater than a value described by the lateral offset function, then theforward vehicle has not breached the FDLS, and deceleration requests arelimited to the engine retarder and the dethrottling module of the hostvehicle (e.g., the ECU does not send a deceleration request to thefoundation brakes), at 186.

FIG. 6 illustrates a method of reducing a braking reaction distance as afunction of a radius of curvature of the road on which the host vehicleis traveling. At 200, an initial BRD is set (e.g., 90 meters, 3 seconds,or some other pre-selected distance or interval), which, when breached,triggers a deceleration request to be sent from the controller to adeceleration system in the host vehicle. At 202, road curvature ismonitored. Monitoring of the road curvature may be performed asdescribed with regard to FIG. 1, using yaw, steering, and lateralacceleration of the host vehicle, as well as radar and camera sensorinformation. At 204, a determination is made regarding whether theradius of curvature of the road is less than a predefined thresholdradius of curvature. The predefined threshold value may be a staticvalue or a dynamic value that changes as a function of the speed of thehost vehicle. If the radius of curvature is not less than the threshold,then the BRD is maintained and the method reverts to 202 for continuedroad curvature monitoring.

If, at 204, it is determined that the radius of curvature of the road isless than the threshold value, then at 206, the BRD is reduced (e.g., to60 meters, 2 seconds or some other pre-selected distance or interval).By reducing the BRD for the host vehicle when the host vehicle is in aturn or on a curve on a highway, a forward vehicle that has breached theinitial BRD and is perceived as being in front of the host vehicle willnot trigger a braking reaction. That is, since the processor is awarethat the host vehicle is on a curve, a forward vehicle that is perceivedto be traveling a straight line directly in front of the host vehiclemay be assumed not to be following the curve (e.g., such as when theforward vehicle is on an exit ramp, which supports the decision toreduce the BRD so that the exiting forward vehicle will not trigger anunnecessary braking reaction.

FIG. 7 illustrates a method of reducing a braking reaction distance as afunction of a radius of curvature of the road on which the host vehicleis traveling and detecting a lateral offset for a forward vehiclerelative to a host vehicle and initiating a braking reaction if thelateral offset of the forward vehicle is less than or equal to apredetermined value. At 220, an initial BRD is set (e.g., 80 meters, 3seconds, or some other pre-selected distance or interval), which, whenbreached, triggers a deceleration request to be sent from a controllerto a deceleration system in the host vehicle. Additionally, a FDLS isset or selected, such as a partial trapezoidal FDLS as is described withregard to FIGS. 2 and 3A-3C. At 222, road curvature is monitored.Monitoring of the road curvature may be performed as described withregard to FIG. 1, using yaw, steering, and lateral acceleration of thehost vehicle, as well as radar and camera sensor information. At 224, adetermination is made regarding whether the radius of curvature of theroad is less than a predefined threshold radius of curvature, which maybe a static value or a dynamic value that changes as a function of thespeed of the host vehicle. If it is determined that the radius ofcurvature of the road is less than the threshold value, then at 226, theBRD is reduced (e.g., to 60 meters, 2.25 seconds or some otherpre-selected distance or interval).

If the radius of curvature is not less than the threshold, then theinitial BRD and FDLS settings are maintained and curvature monitoring iscontinued, at 228. At 230, a determination is made regarding whether aforward vehicle has been detected to have a lateral offset having avalue that is greater than or equal to a value (y) described by alateral offset function f(LO), such as the lateral offset function 56 ofFIG. 1. If the value of the lateral offset is not greater than or equalto the value (y), then the forward vehicle has breached the FDLS and, at232, limits on deceleration requests from the controller to thedeceleration system are removed (i.e., the controller is permitted torequest foundation brakes, in addition to engine retardation anddethrottling). If the determination at 230 indicates that the value ofthe lateral offset of the forward vehicle is greater than or equal tothe value described by the lateral offset function, then the forwardvehicle has not breached the FDLS, and deceleration requests are limitedto the engine retarder and the dethrottling module of the host vehicle(e.g., the controller does not send a deceleration request to thefoundation brakes), at 234.

FIG. 8 illustrates a method of reducing a braking reaction distance inresponse to a detected trigger event while leaving a preset followingdistance unchanged. Trigger events may include, without limitation,system fault conditions, ABS/traction/stability events, road surfaceconditions (based on wheel slip, frequency of ABS/traction/stabilityevents, and/or input from the camera), input from a tire pressuremonitoring system, traffic conditions such as congestion/density,current and/or recent velocities of vehicles in the same or neighboringlanes, current and/or recent relative velocities of vehicles in the sameor neighboring lanes (relative to the host vehicle and/or relative toeach other), current and/or recent accelerations of vehicles in the sameor neighboring lanes, current and/or recent relative accelerations ofvehicles in the same or neighboring lanes (relative to the host vehicleand/or relative to each other), road terrain (e.g., flat straight roads,curvy mountain roads, etc. In one example. GPS is employed to determinethe local terrain (straight flat road, mountainous curved roads, etc.)of the road on which the host vehicle is traveling, and the BRD and/orFDLS is adjusted accordingly.

At 300, an initial BRD is set (e.g., 90 meters, 3 seconds, or some otherpre-selected distance or interval), which, when breached, permits anunlimited deceleration request to be sent from the controller to adeceleration system in the host vehicle (i.e., restrictions on thedeceleration request are removed to permit foundation brakes to beactivated). At 302, one or more trigger conditions are monitored.Monitoring of the trigger conditions (e.g., environmental parameters orthe like) may be performed as described with regard to FIGS. 1 and 13,using radar and camera sensor information, GPS information, and thelike. At 304, a determination is made regarding whether a trigger eventhas been detected. A trigger event occurs when one or more of themonitored trigger conditions is detected or determined to be above (orbelow) a respective predetermined threshold level. The predeterminedthreshold value may be a static value or a dynamic value that changes asa function of the speed of the host vehicle, time of day (or night) oras a function of some other predetermined variable or factor. If notrigger event is detected at 304, then the BRD is maintained and themethod reverts to 302 for continued trigger event monitoring.

If, at 304, it is determined that a trigger event has occurred, then at306, a determination is made regarding whether the trigger eventwarrants a BRD adjustment. If not, then the method reverts to 302 forcontinued monitoring of trigger conditions. If the detected triggerevent warrants a BRD reduction, then at 308 the BRD is reduced (e.g., to60 meters, 2 seconds or some other pre-selected distance or interval).

FIG. 9 illustrates a method of reducing a braking reaction distance inresponse to a detected trigger event. At 320, an initial BRD is set(e.g., 90 meters, 3 seconds, or some other pre-selected distance orinterval), which, when breached, causes a deceleration request to besent from the controller to a deceleration system in the host vehicle.At 322, one or more trigger conditions are monitored. Monitoring of thetrigger conditions may be performed as described with regard to FIG. 13,using radar and camera sensor information, GPS information, and thelike. At 324, a determination is made regarding whether a trigger eventhas been detected. A trigger event occurs when one or more of themonitored trigger conditions is detected or determined to be above (orbelow) a respective predetermined threshold level. The predeterminedthreshold value may be a static value or a dynamic value that changes asa function of the speed of the host vehicle, time of day (or night) oras a function of some other predetermined variable or factor. If notrigger event is detected at 324, then the BRD is maintained and themethod reverts to 322 for continued trigger event monitoring.

If, at 324, it is determined that a trigger event has occurred, then at326, a BRD reduction corresponding to the detected trigger event isidentified (e.g., via a table-lookup or the like). At 328, the BRD isreduced by the amount indicated in the lookup table (e.g., to 60 meters,2 seconds or some other pre-selected distance or interval, according toone example).

FIG. 10 illustrates a method of detecting a lateral offset for a forwardvehicle relative to a host vehicle and initiating a braking reaction ifthe lateral offset of the forward vehicle is less than a predeterminedvalue. At 340, an initial braking reaction distance and followingdistance limit shape are set. For instance, a default BRD may be set at85 meters, and a partial trapezoidal FDLS selected such as is describedwith regard to FIGS. 2 and 3A-3C. At 342, a determination is maderegarding whether a trigger event has been detected. If no trigger eventis detected, then at 344, limits on deceleration requests from thecontroller to the deceleration system are removed such that thecontroller is permitted to request foundation brakes in addition toengine retardation and dethrottling. If the determination at 342indicates that a trigger event has been detected, then a table lookup isperformed at 346 to identify a deceleration request limit thatcorresponds to the detected trigger event. At 348, deceleration requestsare limited to the engine retarder and the dethrottling module of thehost vehicle (e.g., the ECU does not send a deceleration request to thefoundation brakes).

FIG. 11 illustrates a method of reducing a braking reaction distance inresponse to a detected trigger event. At 360, an initial BRD is set(e.g., 90 meters, 3 seconds, or some other pre-selected distance orinterval), which, when breached, causes a deceleration request to besent from the controller to a deceleration system in the host vehicle.At 362, one or more trigger conditions are monitored. Monitoring of thetrigger conditions may be performed as described with regard to FIG. 13,using radar and camera sensor information, GPS information, and thelike. At 364, a determination is made regarding whether a trigger eventhas been detected. A trigger event occurs when one or more of themonitored trigger conditions is detected or determined to be above (orbelow) a respective predetermined threshold level. The predeterminedthreshold value may be a static value or a dynamic value that changes asa function of the speed of the host vehicle, time of day (or night) oras a function of some other predetermined variable or factor. If, at364, it is determined that a trigger event has occurred, then at 366, aBRD reduction corresponding to the detected trigger event is identified(e.g., via a table-lookup or the like). At 368, the BRD is reduced bythe amount indicated in the lookup table (e.g., to 60 meters, 2 secondsor some other pre-selected distance or interval, according to oneexample).

If no trigger event is detected at 364, then the initial BRD ismaintained at 370. At 372, a determination is made regarding whether aforward vehicle has been detected to have a lateral offset having avalue that is greater than or equal to a value (y) described by alateral offset function f(LO), such as the lateral offset function 456of FIG. 13. If the value of the lateral offset is not greater than orequal to the value (y), then the forward vehicle has breached the FDLSand, at 374, limits on deceleration requests from the controller to thedeceleration system are removed (i.e., the controller is permitted torequest foundation brakes, in addition to engine retardation anddethrottling). If the determination at 372 indicates that the value ofthe lateral offset of the forward vehicle is greater than or equal tothe value described by the lateral offset function, then the forwardvehicle has not breached the FDLS, and deceleration requests are limitedto the engine retarder and the dethrottling module of the host vehicle(e.g., the controller does not send a deceleration request to thefoundation brakes), at 376.

It will be appreciated that the methods of FIGS. 8-11 may be executed bya computer or processor, such as the processor 422 of FIG. 13, andstored on a computer-readable medium (i.e., as a set ofcomputer-executable instructions, algorithms, processes, applications,routines, etc.), such as the memory 424 of FIG. 13.

FIG. 12 illustrates a correspondence 390 between trigger event typepriority or weight and BRD reduction magnitude, in accordance with oneor more aspects described herein. For example, a first trigger event(e.g., rain or wet road conditions, as detected by a camera sensor, aradar sensor, an onboard computer with Internet connectivity, or thelike) type may be assigned a highest priority or weight. A second eventtype (e.g., traffic density above a predetermined acceptable thresholdlevel) may be assigned a second priority or weight. Any number N oftrigger event types can be employed by the described systems andmethods, and more than one trigger event can be assigned a commonpriority or weight. The magnitude of the BRD reduction is related (e.g.,linearly, exponentially, etc.) to the priority or weight of the detectedtrigger event.

FIG. 13 illustrates a system for reducing a braking reaction distance inresponse to a detected trigger event, and without adjusting followingdistance. The system facilitates adjusting an extant range limit forfoundation braking by an ACC system based on any one or combination ofmultiple possible internal or external factors (trigger events orconditions). The BRD and/or the FDLS is adjusted in response to detectedtrigger events or conditions, including but not limited to system faultconditions (e.g., a detected system failure in the host vehicle, whereinthe system failure may affect vehicle control or safety),ABS/traction/stability events, road surface conditions (based on wheelslip, frequency of ABS/traction/stability events, and/or input from thecamera), input from a tire pressure monitoring system, trafficconditions such as congestion/density, current and/or recent velocitiesof vehicles in the same or neighboring lanes, current and/or recentrelative velocities of vehicles in the same or neighboring lanes lanes(relative to the host vehicle and/or relative to each other), currentand/or recent accelerations of vehicles in the same or neighboringlanes, current and/or recent relative accelerations of vehicles in thesame or neighboring lanes (relative to the host vehicle and/or relativeto each other), road topography or terrain (e.g., flat straight roads,curvy mountain roads, etc.) etc. In one example, GPS is employed todetermine the local terrain (straight flat road, mountainous curvedroads, etc.) of the road on which the host vehicle is traveling, and theBRD and/or FDLS is adjusted accordingly.

The system 410 includes an adaptive cruise control (ACC) module 412 thatis coupled to a radar sensor 414 that detects objects on the road infront of the host vehicle to which it is mounted. The radar sensor 414emits a radar signal that is reflected off of forward objects back tothe radar sensor. Based on various characteristics of the reflectedsignal, the radar sensor identifies the forward object as a forwardvehicle that warrants tracking or a non-vehicle object (e.g., a roadsign, an aluminum can on the shoulder, etc.) that may be dismissed. TheACC module 412 may also be coupled to a camera sensor 416 that detectsforward objects, and optionally to a second radar sensor 418 thatoperates in the same manner as the radar sensor 414. The camera sensorcaptures an image of a forward object and compares various properties ofthe image (e.g., pixel and contrast information, etc.) to stored imagesto determine whether the forward object is a vehicle that warrantstracking or a non-vehicle object that may be dismissed.

The ACC module 412 is communicatively coupled to a controller 420 thatcomprises a processor 422 that executes, and a memory 424 that stores,computer-executable instructions, algorithms, routines, applications,processes, programs, etc., for performing the various functions andmethods described herein. The ACC 412 and controller 420 are furthercommunicatively coupled to a deceleration system 426 that comprises aelectronic stability program (ESP) module 428, an antilock brake system(ABS) module 430, an engine retarder 432, an engine dethrottling programor module 434, and foundation brakes 436. The brake system 426, ACC 412,and controller 420 are also communicatively coupled to a driverinterface 438 (e.g., a graphical user interface or the like), via whichalerts and/or instructions related to forward vehicle status, hostvehicle braking, etc., are provided to a driver. In one embodiment, analert is provided to the driver via the interface 438 each time the BRDand/or the FDLS is adjusted.

The memory stores radar data 440 related to detected forward vehiclesand received from the radar sensors, and/or camera data 442 related todetected forward vehicles and received from the camera sensor. Thememory stores, and the processor executes, an event detection algorithm444 (e.g., computer-executable instructions) for monitoring one or moretrigger conditions or parameters (e.g., road conditions, weather,traffic density, etc.) and comparing the monitored or measuredconditions to corresponding) threshold values to determine whether atrigger event has occurred. If the processor 422 determines that atrigger event has occurred (e.g., it is raining, the host vehicle is inheavy traffic, etc.), then a braking reaction distance (BRD) limit 446is adjusted to account trigger event. The BRD 446 is a distance limit(e.g.: a static distance, such as 85 meters; a temporal distance, suchas 2.5 seconds; etc.) that, when breached by a forward vehicle, permitsthe controller 420 to request a braking reaction, in addition to one ormore of engine retardation and dethrottling. The BRD may be viewed as amaximum distance at which the foundation brakes are allowed to beimplemented (e.g., at which a deceleration request is permitted to besent to the foundation brakes). Beyond this distance, other forms ofdeceleration may be optionally permitted, such as engine retardation anddethrottling.

Trigger events may be detected or determined as a function of radar data440 and/or camera data 442, and/or as a function of data received by anonboard computer or the like having wireless Internet connectivity.Additionally, the memory 424 stores, and the processor 422 executes, ayaw detection an event-BRD lookup table 448 that correlates triggerevents to BRD reductions and/or FDLS adjustments.

The braking reaction may increase in severity or magnitude as a functionof the speed with which the host vehicle is overtaking or approachingthe forward vehicle. For instance, if a forward vehicle has justbreached the BRD but slowly, then the controller 420 sends adeceleration command to the dethrottling module 434 to reduce hostvehicle speed. If the forward vehicle is decelerating quickly, asdetermined from the radar and/or camera data, then the controller 420sends a deceleration command to the engine retarder 422 to furtherreduce host vehicle speed. If the forward vehicle has fully applied itsbrakes and is decelerating rapidly, then the controller 420 sends adeceleration command to the foundation brakes 426 to initiate rapiddeceleration of the host vehicle. The magnitude of the decelerationrequest or command sent to any of the dethrottling module, the engineretarder, and/or the foundation brakes is variable as a function of thedeceleration of the forward vehicle.

In another embodiment, the memory 424 stores a lateral offset function456 that defines a following distance limit shape (FDLS) 458 (see, e.g.,FIGS. 2 and 3) that accounts for forward vehicles breaching the BRD froma lateral direction (e.g., changing lanes and entering the hostvehicle's lane at a distance less than the BRD, etc.). The shape or sizeof the following distance limit shape is variable as a function of hostvehicle speed. For instance, the braking range limit can be modifiedwhen the lateral offset of the forward vehicle is greater than thepredefined lateral offset function 456. In one embodiment, the lateraloffset function 456 establishes a cone shaped FDLS, such that if thetarget vehicle is outside the “cone” and the longitudinal distance isbetween, e.g., 55 m and 85 m, the deceleration limit requirement remainsunchanged, as if the forward vehicle were farther than 85 m. Thesefeatures minimize false braking interventions. It will be understoodthat when a forward vehicle is outside the FDLS 458 defined by thelateral offset function 456, dethrottle and engine retarder requests maybe made. If the forward vehicle breaches or enters the FLDS 458, thenfoundation brake requests are also permitted, in addition to requestsfor dethrottling and engine retardation.

In accordance with various features described herein, if there is anactive deceleration request but the forward vehicle is outside the FDLS458, then the controller is not permitted to request braking but maystill request dethrottling and retarder deceleration. If there is noactive deceleration request, but the forward vehicle is inside the FDLS458, then braking may be requested by the controller, in addition todethrottle and engine retardation, if and when a deceleration request ismade.

In other embodiments, the width of the FDLS (i.e., the slope or lateralspan of the longitudinal portions) is adjusted as a function of trafficdensity, host vehicle speed, etc. For instance, in regions with hightraffic density, such as metropolitan areas through which a highwaypasses, the width of the FDLS may be decreased, so to reduce breakingreactions. At high speeds, the width of the FDLS may be increased toprovide increased reaction time for the driver. The adjustment to theFDLS is performed by the processor according to a prescribed FDLSadjustment identified by accessing the LUT 448 and is a function of thedetected trigger event.

Additionally, the system 410 includes a GPS module 460 that providesinformation to the processor for determining a type of road on which thehost vehicle is traveling. For instance, a BRD reduction and/or an FDLSshape adjustment can be triggered when the host vehicle is travelingthrough mountainous terrain, as opposed to when the host vehicle istraveling on a straight, relatively flat road. In one embodiment, theGPS module 460 accesses real-time weather information for the locale inwhich it is positioned, which may be used to identify a trigger event(e.g., rain or sleet that affects road conditions, visibility, etc.). Inanother embodiment, GPS location information is cross-referenced to adatabase (not shown) comprising the coordinates of geographic locationswhere there is a high incidence of false brake reactions. For instance,a particular interchange in a particular city may regularly triggerbraking reactions in vehicles due to an odd incline and/or curvature ofan interchange ramp. In this case, such coordinates can be tagged orotherwise marked as being candidates for triggering brake reactionadjustments in order to mitigate unnecessary brake reactions.

FIGS. 14A and 14B illustrate examples of asymmetric FDLSs that can beemployed when certain trigger events are detected. FIG. 14A shows anasymmetric FDLS 480 that can be employed when a construction zone 482 orthe like is detected on a side of a host vehicle 484. FIG. 14B shows anasymmetric FDLS 490 that can be employed when a target vehicle 492 orthe like is detected in front of the host vehicle 484. Other triggerconditions for which an asymmetric FDLS can be employed includedetection of a target vehicle while the host vehicle is in a curve (asdescribed herein), dense traffic (e.g., above a predeterminedthreshold), detection of erratic target vehicles, detection ofconstruction barriers, GPS information (curved, sloped roads vs. flatand/or straight roads), etc.

FIGS. 15A and 15B illustrate examples of symmetric FDLSs that can beemployed when certain trigger events are detected. FIG. 15A shows asymmetric FDLS 500 that can be employed when no trigger events aredetected by the host vehicle 484. FIG. 15B shows a symmetric FDLS 510that can be employed when an ABS, traction, and/or stability event isdetected by the host vehicle 484. Other trigger conditions for which asymmetric FDLS can be employed include detection of a target vehiclewhile the host vehicle is in a curve (as described herein), densetraffic (e.g., above a predetermined threshold), detection of erratictarget vehicles, detection of construction barriers, GPS information(curved, sloped roads vs. flat and/or straight roads), adverse weatherconditions, road conditions (e.g., slippery roads having a frictioncoefficient below a predetermined threshold, etc.) etc.

The innovation has been described with reference to several embodiments.Modifications and alterations may occur to others upon reading andunderstanding the preceding detailed description. It is intended thatthe innovation be construed as including all such modifications andalterations insofar as they come within the scope of the appended claimsor the equivalents thereof.

Having thus described the preferred embodiments, the invention is nowclaimed to be:
 1. An adaptive cruise-with-braking (ACB) system thatfacilitates modifying or adjusting a braking reaction distance as afunction of a detected trigger event, comprising: a sensor on a hostvehicle that detects a forward vehicle; a deceleration system thatexecutes one or more deceleration requests; a controller having a memorythat stores, and a processor that executes, computer-executableinstructions for: setting an initial braking reacting distance (BRD);defining a following distance limit shape (FDLS) as a function of alateral offset function; monitoring one or more trigger conditions;detecting a trigger event; at least one of: adjusting the BRD by apredetermined distance; and adjusting the shape of the FDLS; as afunction of the type of trigger event detected; prior to detection ofthe trigger event, restricting foundation braking while permittingdethrottling and engine retardation; and permitting foundation brakingafter detection of the trigger event.
 2. The system according to claim1, wherein the sensor includes at least one of a camera sensor and oneor more radar sensors.
 3. The system according to claim 1, wherein theFDLS comprises a lateral portion that is coincident with the BRD, andtwo longitudinal portions that extend from the lateral portion towardthe host vehicle along a path defined by the lateral offset function. 4.The system according to claim 1, wherein a deceleration request islimited to request activation of at least one of a dethrottling moduleand an engine retarder when the forward vehicle has a lateral offsetgreater than or equal to a lateral offset defined by the lateral offsetfunction.
 5. The system according to claim 1, wherein restrictions on adeceleration request are removed to permit activation of foundationbrakes when the forward vehicle has a lateral offset that is within theFDLS defined by the lateral offset function.
 6. The system according toclaim 1, wherein the computer-executable instructions further comprise:detecting the trigger event by comparing a measured value for the one ormore monitored trigger conditions to a respective correspondingpredetermined threshold value for each of the respective triggerconditions; and the predetermined distance being dependent on the typeof trigger event detected.
 7. The system according to claim 1, whereinthe one or more monitored trigger conditions comprise one or more of: asystem fault condition; input from a tire pressure monitoring system; atleast one of current and recent velocities of vehicles in the same orneighboring lanes as the host vehicle; at least one of current andrecent accelerations of vehicles in the same or neighboring lanes as thehost vehicle; and road terrain determined from global positioning system(GPS) information.
 8. The system according to claim 1, wherein the oneor more monitored trigger conditions comprises road surface conditions.9. The system according to claim 1, wherein the one or more monitoredtrigger conditions comprises traffic density conditions.
 10. The systemaccording to claim 1, wherein the one or more monitored triggerconditions comprises activation of one or more of an antilock brakesystem (ABS), a traction control system, and a stability control systemin the host vehicle.
 11. The system according to claim 1, wherein a BRDreduction for a given trigger event is proportional to a weight assignedto the given trigger event, such that different trigger events result inBRD reductions of different magnitudes.
 12. The system according toclaim 1, further comprising a driver interface that receives from theACC, and presents to the driver, an alert when one or both of the BRDand the FDLS are adjusted.
 13. A method for modifying or adjusting abraking reaction distance as a function of a detected trigger event,comprising: setting an initial braking reacting distance (BRD); defininga following distance limit shape (FDLS) as a function of a lateraloffset function; monitoring one or more trigger conditions; detecting atrigger event; at least one of: adjusting the BRD by a predetermineddistance; and adjusting the shape of the FDLS; as a function of the typeof trigger event detected; prior to detection of the trigger event,restricting foundation braking while permitting dethrottling and engineretardation; and permitting foundation braking after detection of thetrigger event.
 14. The method according to claim 13, further including:detecting the trigger event by comparing a measured value for the one ormore monitored trigger conditions to a respective correspondingpredetermined threshold value for each of the respective triggerconditions; and the predetermined distance being dependent on the typeof trigger event detected.
 15. The method according to claim 13, whereinthe FDLS comprises a lateral portion that is coincident with the BRD,and two longitudinal portions that extend from the lateral portiontoward the host vehicle along a path defined by the lateral offsetfunction.
 16. The method according to claim 13, further comprisinglimiting a deceleration request to request activation of at least one ofa dethrottling module and an engine retarder when the forward vehicle isoutside of the FLDS defined by the lateral offset function.
 17. Themethod according to claim 13, further comprising removing restrictionson a deceleration request to permit a request for activation offoundation brakes when the forward vehicle is within the FDLS defined bythe lateral offset function.
 18. The method according to claim 13,wherein the one or more monitored trigger conditions comprise one ormore of: a system fault condition; activation of one or more of anantilock brake system (ABS), a traction control system, and a stabilitycontrol system in the host vehicle; road surface conditions; input froma tire pressure monitoring system; traffic density conditions; at leastone of current and recent velocities of vehicles in the same orneighboring lanes as the host vehicle; at least one of current andrecent accelerations of vehicles in the same or neighboring lanes as thehost vehicle; and road terrain determined from global positioning system(GPS) information.
 19. The method according to claim 13, furthercomprising assigning weights to each trigger event type, wherein a BRDreduction for a given trigger event is proportional to a weight assignedto the given trigger event, such that different trigger events result inBRD reductions of different magnitudes.
 20. A processor orcomputer-readable medium programmed to perform the method of claim 13.